Passenger-car truck



(No Model.)

L. K. JEWETT.

PASSENGER OAR TRUCK.

No. 388,046. Patented Aug. 21, 1888.

N. PETERS. Pholo'lilhcgnphur, wuinn wn. D. c.

triers.

LUTHER K. JEXVETT, OF BOSTON, MASSACHUSETTS.

PASSENGER CAR TRUCK.

SPECIFICATION forming part of Letters Patent No. 388,0 i6, dated August21, 1888.

Application filed October 7, 1857. Serial No. 251,705.

To all 1072 0121, it may concern:

Be it known that I, Lu'rnnn K. Jnwnrr, of Boston, county of Suffolk, andState of Massachusetts, have invented an Improvement in Passenger-CarTrucks, of which the following description, in connection with theaccompanying drawings, is a specification, like letters on the drawingsrepresenting like parts.

This invention relates to that class of cartrucks shown and described inUnited States Patents Nos. 361,845 and 361,8l6, dated April 26, 1887,wherein a metallic bolster is fitted and adapted to move vertically in ametallic transom.

In the car-truck shown in the patents re ferred to the bolster issupported upon spiral springs which rest upon a seat sustained by links.The links referred to embrace a rockerbar on a saddle supported by anarch-bar in the case of a swingmot-ion truck, as shown in Patent No.361,846, or the said links embrace the saddle itself in the case of arigid truck, as shown in Patent No. 361,845. In car trucks having theconstruction shown in the patents referred to it is necessary to employspiral springs, and it is one of the objects of this invention to soconstruct the trucks that elliptical springs may be used to sustain theload of the car. In accordance with my invention this is accomplished byconstructing the saddle, as will be described, whereby the linkssustaining the spring-seats, either in the rigid or swinginotion truck,are removed from over the arch-bar and carried in toward the center ofthe truck for asufiicient distance to permit ellipticalsprings to beemployed without having the ends thereofproject from the truck beyondthe limit allowed.

Another feature of my invention eonsistsin providing each half of thecenter plate through which the king-bolt is extended with one or morecircular grooves,with which co-operate balls to reduce the friction onthe center plate to a minimum, the said balls lying in the grooves ofthe center plate attached to the bolster, and being embraced by thegrooves in the center plate attached to the rocker. To further diminishthe friction between the can truck and the canbody, the curved platesupported by the bolster is also provided with one or more grooves toreceive balls,which are engaged or embraced by grooves in the curved (Nomodel.)

plate attached to the rocker, this latter construetion particularlydiminishing the friction when the ear travels around a curve of thetrack.

Another feature of my invention consists in rigidly uniting the cartruckto the canbody, as will be described, so that in case of collision thecar-trucks will not readily be parted from the car-body, thusdiminishing the danger of the telescoping of cars.

Other features of my invention will be pointed out in the claims at theend of this specification.

Figure 1 is a side elevation of a passengercar truck embodying myinvention; Fig. 2-, a sect-ion of Fig. l on line a: m. Fig. 3 is a planview of one-fourth of the ear-truck detached from the car-body; Fig. 4,a sectional detail on line i 1 Fig. 2, to clearly show the manner ofsecuring the car-truck to the car-body; and Fig. 5 a sectional detail,the section being taken on line 3 1 Fig. 4.

Referring to Fig. 1, I have shown my improvements as applied toaswing-motion passenger-car truck of the class referred to, and moreparticularly the most of the truck shown is substantially such asrepresented and de scribed in another application, Serial No. 236,551,filed by me April 29, 1887, wherein the wheels ca, axles ac, andhousings 3 are as usual in passenger-car trucks.

The arch-bar a its sustaining blocks or castings a, the equalizer-bar aand springs a, supporting the blocks a", the pedestals (i and the trussa are all substantially as in the patent referred to.

The transom a", herein shown as made in one piece, is riveted to thearch-bar sustaining blocks or castings afland has cooperating with itthe bolster a supported above the said transom by the links a,substantially as shown in United States Patent No. 361,846.

Each link a" supports a spring seat, b sustaining one or more ellipticalsprings, U, the said spring-seats b at opposite sides of the truck, asherein shown, being pivot-ally connected by a rod, b. The links a, asherein shown, embrace a rocker-bar, b resting and adapted to rock upon abar, I), forming one part of my improved saddle. The bar I) is connectedto a second bar, I), by cross bars 5 only one of which is shown in Fig.3,the bar b' resting upon and being supported by the arch bar a (SeeFig. 2.) The bar I), as herein shown, rests upon and is secured by boltsb to a channel-bar, b extended across and above the bolster, the saidchannel-bar being fastened to braces b,extended on opposite sides of andunder the transom and riveted thereto, the said bolts I)", as hereinshown, being extended through that part of the brace b passing beneaththe transom.

My improved saddle in practice will preferably be cast in one piece, andthe braces I)" will preferably be made separate; but they may be castintegral with the arch-bar sustaining-blocks. It will thus be seen thatthe bar I), which supports the links sustaining the elliptical springsI)", is not supported by the arch'b'ar a but is removed therefrom andbrought toward the center of the truck for such distance that theelliptical springs will project but little beyond the side of the truckwithin the limits allowed by railway construction. In a rigid truck,wherein it is desired to employ elliptical springs,the rockerbar I) willbe dispensed with and the bar b may be embraced by and sustain the linksa.

Referring to Fig. 2, the lower part, c, of the center plate,secured tothe bolster by suitable bolts, as c, is provided, as shown, with twocircular grooves, c 0 preferably of unequal depth, the said groovesreceiving within them a number of balls, 0', which support the upperpart, 0 of the center plate, secured to the rocker 0*, attached to thecar-body, the said upper part, 0", being grooved annularly, as shown inFig. 2, to receive the annular flanges of the part 0, two of the annularflanges of the part 0 being grooved, as at c, to rest upon and partiallyembrace the said balls c",the annular grooves 0* being of such depth andthe ball therein of such diameter as to enable the upper part, c, of thecenter plate to be supported entirely by the said balls, therebyobviating friction between the lower face of the upper part, 0 and theupper face of the part c. It will thus be seen that when the car travelsaround a curve the friction be tween the upper and lower part of thecenter plate, which in car-trueks of ordinary construction is verygreat, is reduced to a minimum.

To still further reduce the friction between the car-body and thecar-truck and thereby increase easy riding of the car, the upper part,d, of the curved plate secured to the bolster is provided with one ormore grooves to secure balls d ,the part d being fitted upon the part (Iof the said curved plate and resting upon springs d located therein,substantially as in United States Patent No. 324,383, dated August 18,1885. The balls (1 are preferably about one inch in diameter, and arefitted into grooves in the curved plate (1 fastened to the rocker 0*,the said balls raising the curved plate (1 up out of contact with thepart (1'.

To rigidly secure the car-truck to the carbody and thereby preventdanger of telescoping in case of collision, I have shown a bar,e,extended across and under the transom a, (see Figs.2and 4,) the said barbeing seen red thereto by a nut, c,on the king-bolte extended throughthe said bar. The bar 6 is secured, as shown, by bolts c to braces 6,one on each side of the transom, (see Fig. 4,) each brace being shown asforked at its end, as at 6, (see Fig. 5,) and secured by bolts 6 to theear-sills e. The bolts 6 are shown as extended through a guide shown asa sleeve, 0", (see Fig. 4,) and'are secured at their upper ends to shorttrusses c" by nuts 0. The sills 6 located at the center of the car, asshown in Fig. 5, are rabbeted to receive the king-bolt sustaining-blocke.

To add increased strength to the truck,the tie-bars forming thepedestals a are made of two pieces, f f,of ehannel-barsteel, the bar fbeing fitted into the barf,as shown in Fig. 2. It will thus be seen thatthe danger of telescoping of the ear in case of collision, largelycaused by the car body becoming separated from the car-truek,they beingloosely held together, as now commonly constructed, by the king-bolt, isdiminished to aconsiderable degree by the rigid connection abovedescribed, and the crippling of the car-truck due, to the bending of thepedestal tie-bar, is largely obviated by the tie-bar constructed asdescribed.

The curved plates, as herein shown, are located between the arch-barsand the curved plate; but, if desired, the bolster 0:, may be extendedbeyond the arch-bar and the curved plates supported at or near theextreme ends of the said bolster beyond the said arch-bars; or, ifdesired, two curved plates may be employed on each side of the centerplate, one on each side of the arch-bar, the curved plate,supported ator near the end of the bolster, being provided with friction-balls.

I claim- 1. In a car-truck, a transom, arclrbars, a bolster,andelliptical springs to support the said bolster, and links to sustain thesaid springs, combined with a saddle-bar to be embraced by and supportthe said links away from and within the arch-bars and with a support forthe said saddle-bar, substantially as described.

2. In a car-truck, a transom, a, arch-bars and links, a bolster, a andelliptical springs to support the said bolster, combined with asaddle-bar comprising the bars I) b, and with a support for the bar 1)within the arch-bar, the bar I) being supported by the arch-bar,substantially as described.

3. In a car-truck, a center plate comprising two parts, each providedwith one or more annular grooves, combined with balls eflfitted looselyinto the said grooves in contact with each other and adapted to sustainthe center load of the car, the said balls being free to move in saidgrooves, substantially as described.

4. In a car truck, the upper curved plate,d

ICC

ported part (2, having a groove in its upper faee,a,nd the part (I,combined with balls (2", fitted into said grooves and adapted to receivepart of the load, substantially as and for the purpose specified.

5. The combination, with a car-truck having a transom, c5, of a bar, 0,extended across and under said transom, and braces e, to rig idly fastenthe cantruek to the car-body, substantially as described.

6. The combination, with a cantrnck hav ing a transom, a", of a bar, 9,extended across and under said transom, and braces e, to rigidly fastenthe car-truck to the canbody, and

bolts e and trusses c, substantially as de- 2 5 scribed.

7. In a ear-truck, the pedestals aleombined with the pedestal tie-barcomposed of the channel-bars f f, the channel-bar f being fitted intothe ehan11ci-barj,as and for the purpose specified.

In testimony whereof Ihave signed my name to this specification in thepresence of two snbseribing witnesses.

LUTHER K. JEWETT.

Witnesses:

Jas. H. CHURCTULL, F. L. EMERY.

